2012 bmw 5-series Reviews and News

At BMW, hybrid powertrains have gotten off to a slow start, but they’re about to pick up steam. The company rolled out a mild hybrid version of the 7-series and a full-hybrid X6 in 2009. The X6, however, was quietly dropped at the end of last year, and the ActiveHybrid 7 hasn’t exactly been a big seller. This year, however, sees the debut of the hybrid 5-series, out this spring, followed this fall by a hybrid version of the new 3-series sedan.

From 8 to 6
Whereas the company’s first two hybrids used a turbocharged V-8, the hybrid powertrain debuting on the ActiveHybrid 5 -- and in the upcoming 3-series -- is based on the N55 turbocharged straight six.

The 300-hp twin-scroll turbo six, which powers the 535i and 335i (among others), is here supplemented by a 54-hp electric motor fed by a lithium-ion battery. That electric motor is located in the bell housing of the 8-speed automatic transmission, and it takes the place of a torque converter. Because this is a full hybrid, the electric motor can power the car on its own, at speeds up to 37 mph. Like the Porsche Cayenne hybrid, the ActiveHybrid 5 also can coast with the engine off, at speeds up to 100 mph; and of course, it can shut down its engine at a stop.

Endorsement: It doesn’t drive like a hybrid
Despite all this, the ActiveHybrid 5 drives exactly like a 535i. The added oomph from the electric drive system -- which bolsters total power output from 300 to 335 hp, and torque from 300 pound feet to 332 -- negates the roughly 300-pound weight penalty of the hybrid. BMW’s 0-60 figure of 5.7 seconds for this car exactly matches that of the 535i. Interestingly, that 0-to-60 time and total horsepower figure are also near matches for those of the new Lexus GS hybrid (338 hp and 5.6 seconds to 60). However, unlike the GS450h, which uses a CVT, the ActiveHybrid 5’s 8-speed automatic (or, optionally, 8-speed sport automatic, which features quicker shift times and paddle shifters) which means there’s not the elastic throttle response and strange rev characteristics you get with a CVT.

Additionally, brake pedal feel is totally normal and the electrically assisted power steering (which is in traditional 5-series as well) is very nicely weighted. The powertrain is absolutely seamless. There is no whirring from the electric motor and no shudder when the gasoline engine fires up or cuts out. Unless you’re gazing at the powertrain schematic on the standard split-screen LCD, you’re likely only to be aware of what the engine is doing or not doing if you happen to notice the tach needle drop to zero or bounce back up again.

The degree to which the car takes advantage of the electric drive system is somewhat customizable. As in many BMWs, there’s a driving dynamics mode selector, with Sport-plus, Sport, Comfort, Comfort-plus, and Eco Pro modes -- Comfort-plus with the optional adaptive dampers only. Besides damping, the modes affect transmission and throttle mapping. Additionally, Eco Pro uses the climate control more efficiently and electric drive more aggressively. Eco Pro is also in non-hybrid BMWs -- other 5-series models and the new 328i sedan -- and while we hated its lazy throttle mapping in the 328i, here it’s much better; it’s quite livable, particularly around town.

All this is not to say that the hybrid is totally free of drawbacks. The most notable is reduced trunk space. The battery pack is located behind the back seat and as a result, cargo volume drops by roughly one third. Also, the hybrid cannot be had with all-wheel drive. Oh, and there’s the price penalty. At $61,845, the hybrid is a cool $8500 more expensive than the 535i, although it does come with more standard equipment (such as navigation). Depending on your point of view, the fact that the hybrid looks little different from the 535i also might be a negative; besides the badging, its visual distinctions are its “streamline” 18-inch wheels and, on our test car, the bluewater blue paint -- both hybrid exclusives.

What about fuel economy!?
Ah, yes. This is a hybrid, so some mention of fuel economy is probably in order. Well, EPA figures are not yet available, but BMW expects the hybrid 5 to better the fuel economy of the 535i by 12 to 13 percent. That would mean a city estimate of 24 mpg and a highway figure of 35 mpg -- those are a hair better than the four-cylinder 528i, which gets 23/34 mpg. The Lexus GS hybrid, by comparison, is rated at 29/34 mpg.

Philosophically, one wonders why BMW didn’t use its most fuel-miserly 5-series engine -- the 528i’s 2.0-liter turbo four -- for the ActiveHybrid 5. Christian Schulte, project manager for the ActiveHybrid 5, gave three reasons.

First, because of the price demanded by the hybrid, the feeling was that customers spending that kind of money would want very dynamic performance, more than what you would get using the turbo four. (Although one can option up a 528i past $60,000 pretty easily.)

Second, the hybrid’s fuel-economy advantage over the non-hybrid version of the same engine would not have been as great with the four-cylinder as it is with the six, and thus it would be harder to justify the hybrid upcharge.

Finally, he characterized the 535i customers as buyers who are very interested in having the latest technology.

This thinking is also why the upcoming ActiveHybrid 3 will use the turbo six as well.

Evidently, BMW sees a hybrid powertrain not as a way to achieve headline-making MPG numbers, but as a way to deliver both high performance and very good fuel economy. The thing is, hybrid buyers really prize fuel economy; that’s why they buy a hybrid. And with BMW’s direct-injected turbo four already offering good performance in the 528i (and the 328i), it seems that BMW would better meet the expectations of hybrid buyers by using that engine to create the hybrid iteration with the best possible mileage. As it stands now, however, what buyers of the ActiveHybrid 5 instead get for their extra money is the performance of a turbo six with the economy of a four-cylinder. They get it in a car with very few compromises, and no dilution of driving pleasure. Maybe that will be enough.

BMW is among the growing number of automakers that thinks it's time to stop judging engines by how many cylinders they have. They're probably right - in terms of output, for sure: the best modern turbocharged engines can easily make more power than their predecessors with twice the cylinder count. More boost is more power -- that's the easy part.

The hard part is making the package work in terms of refinement. Downsizing from a V-8 to a straight-six, for example, is a painless exercise: in-line sixes are just as smooth as V-8s. But what about going from a straight-six, the holy grail of refinement, to a four-banger -- the roughest of the bunch?

BMW started that gamble last month when the company let us drive its Z4 sDrive28i -- the first North American application of the N20-series 2.0-liter turbo four-cylinder. We came away mighty impressed but remained a little concerned that in less sporty, more luxurious applications like the 5-series, the N20 might be a little too rough. BMW officials assured us that the N20 would receive a revised NVH package in the 5-series, and as it turns out, they didn't lie.

We had an opportunity to slide behind the wheel of a 528i wagon equipped with the N20. In this application, the N20 is rated at 245 hp and 258 lb-ft. Bolted to an eight-speed automatic and thrown under the wagon's hood, the engine is powerful enough for a 6.3-second run to 62 mph, according to BMW. Top speed is electronically limited to 155 mph. We'll let those numbers speak for themselves.

More important, like we mentioned above, is what the engine is like. The N20 is phenomenally quiet and refined at low rpm. The standard start/stop works so well, in combination with an engine that's so quiet and smooth (even in gear with the air conditioning engaged) that you sometimes need to look at the tachometer to see if it's running.

The 528i isn't all about isolation, either. Refinement is more the word, because once the revs start climbing, you can very clearly hear the engine. What you hear, though, is all sweetness and light until about 6000 rpm: up until that point, the sound is unmistakably four-cylinder, just with all the bad bits removed. It sounds throaty, purposeful, and completely and totally in line with what the buyer of a base-model BMW 5-series would expect.

Is the new, downsized, four-cylinder BMW 528i a home run? Almost -- let's call it a triple. Even though the turbo is responsive enough in normal driving that you don't even notice its existence (oh, but you do hear lots of delicious turbo sounds with the windows down) you can occasionally catch the entire powertrain sleeping. Cruising along, you tip into the throttle and the engine and transmission start to fight about whose turn it is to work. Eventually, they both do: you get a downshift and lots of power, but the wait is a good bit longer than you'd expect. That, combined with fairly conservative throttle mapping (in Comfort mode; it's better in Sport) means the 528i feels a tad lazy around town.

Of course, this is a small engine pushing around quite a large sedan. Or, in the case of our particular test car, a large, stunningly beautiful station wagon. Oh, how we hope BMW will bring the 5-series Touring back to the United States. It's even better looking than the sedan and provides tons of extra usability with absolutely zero drawbacks. And it's more than quick enough with the 2.0-liter, as will be the sedan.

Final EPA numbers aren't in, but BMW says to expect a significant improvement over the 528i's already stunning fuel economy numbers. (The 528i sedan with the normally aspirated 3.0-liter six already achieves 32 mpg on EPA highway testing.) Expect that number to improve slightly with more of a gain on the 22-mpg EPA city number.

With significantly more torque (over a far larger rev area) and no real loss of refinement in driveability, we're easily sold on the N20-powered F10 5-series. As long, that is, as a turbocharged inline six remains in the lineup. Why? Well, even though BMW could (and probably will) get more power out of the 2.0-liter, we'd miss the character of the straight six. Luckily for us, that's not going anywhere any time soon. Bravo.

Redesigned for 2011, the 5-series sedan got a handsome new suit of sheetmetal and some new mechanicals underneath. Fuel economy improves this year, as the 528i and the 535i gain auto stop-start, which can shut down the engine when idling at a stop. The 528i drops its straight-six engine for a 2.0-liter turbo four. We're sad to see the six go (although the 535i retains its turbocharged version), but the turbo four actually makes a bit more power than the six. The steering in the current 5 has lost some feel, but the chassis deftly combines a plush ride and superior handling. Buyers who want to take things further can spring for the sport package or the M sport package, both of which include dynamic damper control and an increased top-speed limiter. A manual transmission is available for the rear-wheel-drive versions of the 535i and the V-8-powered 550i. All-wheel-drive models, the 528i, and the Gran Turismo use an eight-speed automatic. Buyers who go the autobox route (a no-charge option where it's not already standard) are treated to one of the best automatics on the market. The 5-series Gran Turismo hatchback has effectively replaced the wagon. It's more than just a hatchback version of the 5-series. It's actually sort of a cross between the X5 SUV and the 5-series sedan. Compared to the latter, it's considerably larger -- longer, wider, and taller. Its sloping roofline gives it rather odd proportions, but its long wheelbase makes for plentiful rear-seat legroom (as much as in a 7-series), and, of course, it has lots of cargo space with the rear seats down.

As a teenage boy, it's important to learn how to be polite and courteous to women, and prom night is the one night to showcase all those good manners. The teen in the video below seems to have it right when he greets his prom date, but the BMW's rearview camera rats out his true intentions.

Call the 2012 BMW 5 Series GT what you want, but it's not a slow vehicle. BMW's been fiddling with the 2013 model, and now promises both more horsepower and better fuel economy for the high-riding tourer.

Buyers in the U.K. will soon be privy to a 30-car run of the BMW M5 M Performance Edition, a special model that is previewed by this brief video. The cars receive various aesthetic upgrades, although there are no performance modifications.
Of the 30 cars, ten will be painted in each of three new "Frozen" matte colors: red, white, and blue. (Frozen Red is actually a wrap, rather than actual paint.) The cars also score black 20-inch wheels, a full Black Merino Leather interior, BMW Individual Piano Black trim, a "BMW M Performance Edition ONE OF 30" laser engraving, and M-Sport front seats.
A BMW USA representative told us there are currently no plans to bring such M Performance models here for the U.S.-market BMW M5. However, in the past special BMW M3 models with Frozen paint -- the Frozen Silver and Frozen Black -- have been sold on our shores in extremely limited quantities. Based on that precedent, it's not impossible BMW will eventually offer up a matte-painted M5 like these examples in America.
For a closer look at the BMW M5 M Performance Edition, check out the teaser video below.
Source: YouTube
Click here for video

As car interiors become quieter, automakers are finding new ways for drivers to enjoy the sound of an engine. In this video we get to sample the engine note of a 2012 BMW M5 with Active Sound switched on and off.

Hamann Motorsport has big ambitions for the new BMW M5. The German tuner has developed bold new aerodynamic pieces as well as interior upgrades for the Bavarian sport sedan, and power enhancements are on their way.

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A failure of the brake vacuum pump results in a reduction in braking power that could increase the risk of a crash.

Remedy

BMW will notify owners, and dealers will modify the vehicles to prevent insufficient vacuum pump lubrication, free of charge. The safety recall began on January 31, 2014. Owners may contact BMW customer relations at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.

A failure of the brake vacuum pump results in a reduction in braking power that could increase the risk of a crash.

Remedy

BMW will notify owners, and dealers will modify the vehicles to prevent insufficient vacuum pump lubrication, free of charge. The safety recall began on January 31, 2014. Owners may contact BMW customer relations at 1-800-525-7417 or email BMW at CustomerRelations@bmwusa.com.

A failure of the brake vacuum pump results in a reduction in braking power that could increase the risk of a crash.

Remedy

BMW will notify owners, and dealers will install a locking ring in the camshaft to retain the camshaft seal disk in the proper location, free of charge. The recall began on December 2, 2014. Owners may contact BMW customer service at 1-800-525-7417.

A failure of the brake vacuum pump results in a reduction in braking power that could increase the risk of a crash.

Remedy

BMW will notify owners, and dealers will install a locking ring in the camshaft to retain the camshaft seal disk in the proper location, free of charge. The recall began on December 2, 2014. Owners may contact BMW customer service at 1-800-525-7417.